Automatic electric air-brake.



E. H. DEWSON & W. V. TURNER.

AUTOMATIC ELECTRIC AIR BRAKE.

APPLIUATION FILED APR.12, 1909,

Patented Dec. 31, 1912.

2 SHEETS-SHEET 1.

V W i INVENTORS WITNESSES fw/i:

B. H. DEWSON & W. V. TURNER.

AUTOMATIC ELECTRIC AIR BRAKE.

APPLICATION FILED APR.12, 1909.

mm m. ,M Jr QWZ m w fu m w/ M d8 w a n m w WITNESSES UNITED STATES PATENT OFFICE;

EDWARD H. DEWSON, OF NEW YORK, N. Y., AND WALTER V. TURNER, OF EDGEWOOD,

THE WESTINGHOUSE AIR BRAKE COMPANY,

PENNSYLVANIA, ASSIGNORS TO PITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

AUTOMATIC ELECTRIC AIR-BRAKE.

Specification of Letters Patent.

Patented Dec. 31, 1912.

Application filed April 12, 1909. Serial No. 489,428.

To all whom it may concern..-

Be it known that we, EDWARD H. DEW- SON and WALTER V. TURNER, citizens of the United States, residents of New York, 'in the county of New York and State of New York, and Edgewoocl, in the county of Allegheny and State of. Pennsylvania, respectively, have invented new and useful Improvements in Automatic Electric Air- Brakes, of which the following is a specification.

This invention relates to an automatic electrically controlled train brake system in which the brake applying mechanism, such as fluid pressure brake apparatus, of the car equipment-sare controlled by electrica-llyoperated devices or magnets, which areall connected in a train line circuit and governed by a brake switch upon the head car of the train.

One of the objects of our present invention is to provide improved circuit connections for the electrically controlled brake applying mechanism of each car such that a break-in-two of the train, or a rupture or grounding of the circuit, will automatically cause the brakes to be applied upon all the cars of the train; and this feature of our improvements comprises, besides the train line wire to which the electrically operated devices, or magnets, of the respective car equipments are connected, an additional train line wire included in the circuit and connected at one end to the other train wire.

Another object is to provide means for locally opening the circuit through the additional train line wire so that the brakes will be applied upon all the cars of the train, Whenever the local circuit through the controlling magnet is ruptured, or when for any reason the local controlling magnet is deenergized; and this feature comprises a switch located in the additional train line circuit and controlled by an electrically operated deviceor magnet in the local controlling circuit, the same magnet that controls the brake applying mechanism preferably being employed for this purpose.

Another feature of our improvements contemplates circuit .connections and switch mechanism under the control of the motorman for readily resetting or closing the local train line switches after the same have been opened in making an application of the brakes, and this preferably comprises switch connections for temporarily closing a circuit to supply current to the main train line wire independently of the additional train line Wire, and thereby energize the magnets or electrical controlling devices located in the local circuits connected to the main train wire, to close the local switches in the additional train wire and reestablish the circuit.

Another fieature of our improvements contemplates the provision of circuit connections and switch means adapted to be operated either manually or by a trip device, for closing a short circuit from the train wireto which brake controlling magnets are connected, or for grounding the same, for the purpose of deenergizing the electrical devices or controlling magnets and effecting an application of the brakes on all the cars of the train.

These, as Well as other features of our improvements, will now be more fully described and set forth in the appended claims.

In the accompanying drawings; Figure 1 is a diagrammatic view of an electrically controlled train brake system, of the type having means for controlling the brakes in service and a separate emergency mechanism for applying the brakes in an emergency, and showing our improvements applied thereto; Fig. 2 a view in detail of the brake equipment for a car as employed in the system shown in Fig. 1; Fig. 3 a detail view of a switch mechanism for resetting the switches in the additional train wire after an emergency application; Fig. 4 a diagrammatic view illustrating the application of our improvements to an electrically controlled train brake equipment having a single application and a release magnet mechanism for operation both normally in service and for applying the brakes upon breaking of the additional train wire or otherwise disrupting the circuit; and Fig. 5 a view, upon a larger scale, of the brake equipment for a' car as employed in the construction shown in Fig. 4.

According to the system illustrated in Fig. 1 of the drawings, each car may be equipped with a motor driven air compressor l operated by current from the trolley 2 and adapted to compress air into a main or storage reservoir, 3 to which the through a .common compressor connected by pipe 4. The

brakes may be operated in service by desired construction of electrically con trolled mechanism, such as an electro-magnet 5 for operating valve means adapted to control the supply of air from pipe .6, connected to the main reservoir 3, to a pipe 7 leading to the brakecylinder; and arelease magnet 8 governing a valve means for controlling the exhaust of air from the brake cylinder. A feed valve 9 is preferably inserted'n the supply pipe 6 to limit the degree of pressure which may be supplied to the ,brake'cylinder in service applications.

In order to operate the brakes in emergencies, an emergency valve device 10 is provided comprising a movable abutment 11 and aslide valve 12 operated thereby. The valve chamber side of the abutment 11 is connected tothe main reservoir pipe 6 and the piston chamber sideiis connected by pipes 13, 14, and 15 to a chamber 16 of an operating magnet valve mechanism 17. The magnet valve mechanism; 17 comprises an electro-magnet 18 and valves 19 and 20 operated thereby, the valve 19 being adapted to control the release of air from the piston chamber of the movable abutment 11 andtheva'lve 20' to control the admission of air thereto, the air being supplied from chamber 21 which is-connected by pipe 22 to the main reservoir pipe 6. -When the fluid pressures on opposite sides of the abutment are balanced the spring 23 is adapted to maintain the parts in their inner position, as shown in Fig, 2, in which position a cavity 24 in-the valve 12- connects the service ap plication and release pipe 7 with pipe 31 leading to'the brake cylinder 32. One terminal wire 25 of the emergency magnet is connected toa train wire 26, and a terminal wire of the service application magnet 5 and oft-he release magnet 8 are respectively connected to train wires 27 and 28, th e ot-her terminals of the magnets 5, 8, and 17 :being connected to ground, preferably ground wire 29. extend-v ing through 'thetraintsuitable brake switch is provided on each endof the car, and, as shown diagrammaticallyin Fig.'-1 vof the drawings, is provided with contacts 33, 34, 35, and 36 connected respectively to train-wires 28, 29,26, and 27, the the brake switch being connected to-an ad ditional or emergency train :wire 1 30. .i A

w contact '38- is alsoprovided: which is connected to a wire 39 throu'gh'which thebrake controlling current is supplied. h The curren-t' may be taken tfrom the local air-11 compressor motor-circuitwire- -40l and.

j'preferably a storage' battery 41-is provided for furnishing the operating current when. the pump is idle andthe pump motor circuit open.- The storage battery -4l isl'conneeted.

movable contact-member 37 ofc 27 and energizes the application magnets.

up in a circuit wire 42 which leads from the wire 39 to the ground wire connect on 43 of the pump motor circuit and a switch 44 governed by a solenoid 45 in the pump ino-tor circuit controls the connection of the battery circuit wire 42 with the pump circuit wire 40. By this means when the pump is working the solenoid 45 is energizedto close the switch 44 and permit the storage battery 41 to chargeup, but when the pump circuit is open, the switch 44 is also opened and current for operating the brakes is then derived from the storage battery 41. On the last or rearmost car of the train, the additional train wire is connected by a suitable loop plug 46 with the train wire 26. of the emergency valve magnets 18. cording to another feature of our improve ments each car may also be provided with. means for automatically controlling the cir-, cuits of the emergency mechanisms which. may comprise a switch 47 arranged in the additional train wire 30 and an operating piston 48 therefor, to pipe 15. Fluid pressure on thisiace of the piston tends to close the switch 47 and an opposing spring 49 tends to open the switch; The brake switchhas five positions as follows, release position, in which the movable contact member 37 connects the contacts 331 and 38, so that current flows. through wire 39 to contact 38, thence to contact 33 and through release train wire 28,-thus com-1 pleting the circuit through the release mags nets 8, thus operating the release valve means to open pipe 7 and thereby the brake cylinder, to the atmosphere. Current alsofiows from the contact 38 through themovable contact 37 to the additional train line wire 30 and thence by way ofthe return loop.46 through emergency magnets 18. hen a magnet 18' is'energized, the corresponding valve.l9,.i sclosed and: the valve 20isopened so that fluid under pressure is supplied from thepipe 22 to pipe 15 and thence to the. emergency swi-tc piston 48, thus maintainingailof the switches 47 closed. Air also flows 3 through pipestl i and 13 .to the outer-face} of thepistQn-"1-1", and the fluid pressuresom oppositesides the piston being then bal 2 anced fthe: spring 23 maintains the, parts in a the normal positionwith cavity 24 1 connect? ,ing'pipes 7 and: 31. In the next.oril'ap"po-..-

the contact- 33 so that. the -release magnet on each rar'closes thexexhaustport froms-the" brake cylinder, while the emergency circuit 1 remains closed through contact '38. Intserv= ice-application position, the emergency'cirw cuit is still closed and ascontact 36. is now connected; to-contact -38,- current =-flows through. the service application train: wire one face of which iso'pen V the train wire 2(i-to-the, an

The application valve means on each car is thus operated to supply air from the reservoir to the brake cylinder, and the release magnets 8 being denergized, the exhaust through pipe 7 is closed in this position.

The brake'switch is turned back to lap position when the desired brake cylinder pressure is obtained and the pressure may be increased or graduated off at will, by moving the handle either to application position or to release position and then back to lap.

In emergency p'osition, contact 34, leading to the ground, is connected by the movable contact member 37 with a contact 80 leading to the train wire 26, so that said train wire circuit is grounded or short-circuited and current flow is direct-1y to the ground. Each emergency magnet 1.8 being thus deenergized, permits the valve spring to"'close the corresponding valve 20 and open exhaust valve 1.9, thus venting air from the emergency piston 11. The piston 11 is thereupon shifted to emergency position, closing the pipe 7 and opening communication from the emergency valve chamber to the brake cylinderpipe 31. Air at full res ervoir pressure in the valve chamber then flows to the brake cylinder to apply the brakes in an emergency application. At the same time the venting of air from pipe 15 also releases air from-switch piston 48, so that the spring 49 causes the switch 47 to be opened, thus breaking the circuit of the emergency mechanisms through the additional tra in'wire. A neutral position is also provided in which position only, the brake switch handle may be removed. As in this position the circuits are all open, the movement of the brake switch to neutral position also causes an emergency application of the brakes. Whenever an emergency magnet 18 is de'energized, as by the rupture of the local brake circuit or other cause, the valve 19 is operated to vent air from the cone sponding switch piston 48, so that the circuit through the additional or emergency train wire 30 is opened and the emergency magnets on all the cars of the train are thereupon deenergized, thus causing an emergency application of the brakes through out the train. A three way cock 60 may be interposed between pipes 13 and 14, which is adapted normally to connect said pipes and provide communication from the emergency magnet mechanism 17 to the emergency valve device 10; but in case an emergency' magnet or its local circuit becomes dlsabled, the cock 60 may be turned so as to cut off communication between pipes 13 and 14 and at the same time connect the piston chamber of the emergency valve device 10 with a pipe 61 opening into the reservoir supply pipe '22. By this means the emergency valve device may be maintained in normal position, even when the emerthe contact 55.

gency mechanism is out of order, so that in such case the brakes may still be operated on that car by means of the service application and release magnets 5 and 8. The spring 49 acting on piston 48 is preferably made .strong enough to resist a pressure of fifty pounds or so on the piston 48, so that in starting out, the emergency switches are not closed until the pressure in the main reservoirs of the cars has been pumped up to at least fifty pounds.

After an emergency application, the switches 47 will be open and consequently the emergency magnets cannot be operated to shift the emergency valves back to normal position. In order to close the switches in such cases an additional contact 35 connected to the train wire 26 may be arranged in the brake switch in the application position so that upon moving the brake switch to this position after an emergency application, connections are made so that current flows through wire 39 to contact 38, thence by the movable contact member 37 to contact 35 and then through the train wire 26 to the emergency magnets 18. The emergency magnets are thus energized and air is supplied to the switch pistons 48, shifting the same to close the switches 47; and air also flows to the emergency pistons 11, which are thereupon moved to normal position in which the cavity 24 connects the pipes 7 and 31. Thereafter the brakes may be released by turning the brake switch to release position, as will be understood. iVhere a local emergency magnet circuit fails, the corresponding switch 47 will not be closed as the magnet 18 is not energized and in order to cut out this particular switch, so as to permit normal operation of the emergency mechanism on tlie other cars, a hand switch 51 may be provided. This switch is adapted normally to close the circuit of the emergency magnet device 17, but upon burning 'out or failure of this local circuit, the switch is shifted by hand to open that circuit and close a circuit across the wires leading to the switch 47. The emergency train line circuit is thus completed so far as this car is concerned and emergency applications may thereafter be obtained on the other cars when desired.

In some cases, a separate resetting switch device may be employed, such as illustrated in Fig. 3, in which a movable switch blade 53 is permanently connected to the current Wire 39 and has continual connectionnon mally with wire 52 leading to contact 38 of the brake switch. A spring device 54 tends to maintain the switch blade 53 in its normal position and a contact 55 connected "to the train wire 26 is arranged in the path of the switch blade, so that by pressing upon the blade 53, connection may be made with By this means current is supplied to the train wire 26 and serves the same purpose as the contact 35in the brake switch. -As soon as the switch blade is released, the circuit connection-to the train wire 26 is broken. This last described separate switch device'in connection with adjustment of the switch springs 49 serves .as a .safety device, for in starting out, the motorman cannot proceed until the compressors have pumped up fifty pounds pressure on all thecars, except by holding down-the resetting switch continually with one hand.

Ifdesired, an additional position may be provided in the brake switch, preferably adjacent to release position, in which position contact 35 may be placed, so that upon movement to this additional position the emergency apparatusmay be reset. A suitable spring may be employed to act against themovable contact member 37, in a direcf tion tending to return the contact member I sition.

track. I l

In Fig. 4 of the drawings, our improvements are shown applied to a brake equipmentin which one magnet and valve means operate to supply air to the brake cylinder inservice and emergency applications of the brakes. In this construction the release magnet and valve means 8 is connected directly to the brake cylinder pipe 31, andthe application magnet 18% in addition to the valves 19 and 20 operates a valve 70 which is adapted to control the supply of air from the reservoir or source of supply directly tothe brake cylinder in both service and emergency applications. .-When the magnet 18 is energized the valves 19 and 7 O are held closed and air is supplied from the reservoir pipe 6 through the openvalve 20 cylinder. The switch piston-48 operatesfia switch 71 in additionto the switch 47, and

to the switch piston 4:8..uUpon denergization of said magnet the valve 20 is closed,- ,andvalve 19 is opened to vent air from the piston 48, and'likewise valve opens so as to supply .air from pipe 6..to the brake this switch -71 is located in a train wire 72 which is conne'ctedby a loop plug 7 3 to one end of the release train wire .28. Thebrake switch contacts 33, 34,- 37, and'38 are the same as thoseemployed in the construction shown in Fig. 1 except that release contact 33 is connected to the return release wire 72 instead of the wire 28 and in addition a contact 75 is provided intermediate application position and lap position, which contact is connected to the application train wire 26. The operation of this form of apparatus is as follows: In release position, the release magnet 7 is energized to open the exhaust from the brake cylinder and the. alpplication magnet 18' is also energized.

t rough the connection of contact 38 with the movable contact member 37, the current flowing through the additional train Wire 30 the terminal loop 4:6 to the application train wire '26 and the application magnets-18 In application position the ground contact 34is connected to the train wire 30 and the application magnets 18 being thus denergized the valve 70 onv each car is opened to supply air to, the brake cylinder. If only a service application is desired the brake switch is moved back to lap position in which current is supplied from contact 38 to the train wire 30, so as to close the application valve and cut ofi? further flowof air to the brake cylinder. It will be noted that with this construction the piston 48 is operated and switches l? and 71 are caused to open'the application and release circuits every time the brake switch is moved to application positionto effect a service application of the brakesgfi and in order to reset -theswitches soxas to permit further applications of the brakes, a contact 7 5 may be inserted in the brake switch in a position intermediate application position and lap position. The contact 7 5. is connectedto the application train wire 26, so that as the movablecontact' memher passesf-rom application position to lap,

a circuit is formed from the-source of current through connected contacts 38 and 7 5 to the train wire 26. The magnets'lS are thus energized and the valve 20 is opened to supply air to the piston 48 and thereby close the switches 47 and -71. A spring device 77 may be arranged in the brake switch so as' to tend to move the contact member 37 from application position to lap, SO'JihallE-It will not be possible for the motor-man 'to 'leave' thebrake switch handle in';=a--position inter-' .mediate application and lap positions, I

where, the connection'being made toresetting contact,75, an 'emergencyaction of the. brakes would then be prevented onall the carsti orw'ard of a break-in-two .or the point of disruption of the application circuit, as

current .could' still fiow througlrthe 'con-" tact 7 5 to the train line 26.

The object of the-switch71 in the additional return train wire 72 is toinsure' the openingofthe release magnet circuit on" all the cars of the train; as in case the "brake switch handlehappens to be in-releaseiipo-- sition when the application circuit is broken current would otherwise still flow to the charged with air.

release magnets on those cars forward of the break and the release 'valves'being open, the corresponding brake cylinders could not be The same result may be secured by'providing a spring in the brake switch for returning the switch from relea'se position to lap, so that "the handle cannot beleft'in release position; and so if the main train wire is ruptured the release valves will be'closed and fluid admitted to the brake cylinder will be prevented from escaping. A cook 76 may be provided for normally opening communication' from the application valve means to the piston 48 and from the reservoir supply pipe 6 to' said valve means, the cock having a position for closing the above connections and for connecting the supply pipe 6 directly 'to the piston 48. The purpose of this is to provide means for maintaining the switches 47 and '71 closed on a car in case the application magnet is out of commission, so'as'to permit the full control of the brakes on all the other cars of the train. In order to provide against possible cases Where a current flow might still exist on some cars through the emergency magnets 17 even after rupture of the additional train wire '30, the emergency contact in the brake switch, the conductors switch and the trip devices have been preferably constructed so as to ground the train wire 26 and thereby insure the application of the brakes on all the cars of 'the train, asa short circuit is thus provided for any currents which might exist in'the application magnet circuit. In order to insure the grounding of the circuit of theapplication magnets, a contact 78 connected to train wire 26 may be placed in the brake switch, so as to form a connection in application position from the train wire 26 directly to ground, thus possible stray or other" currents inthis wire will be short circuited in application position.

Having now described our invention, what we claim as new and desire to secure by Letters Patent, is

1. In a'brake system for trains, the combination with a car brake equipment having means for applying'brakes in service applicationsand an electrically operated mechanism for effecting an emergency application of the brakes, of two train wires extending through the train and connected together at one end, one of said train wires being connected to one terminal of the electrically operated mechanism of each car, and a source of current normally energizing said circuit through the train line wires whereby upon the breaking of said circuit the brakes will be applied on all the cars of the train.

2. In a brake system for trains, the combination with a plurality of car brake equipments each having a release magnet for controlling release of brakes, and an electrically controlled mechanism for effecting apneumatic applicationof brakes, of a train line wire connected to each release magnet, a main train line wire connected to said electrically controlled mechanisms, another wire extending through the train and connected at one end to the main train wire, and a source of current normally energizing the main wire circuit.

3. In a brake system for trains, the combination with a car brakeequipment having application and release magnets for' controlling the brakes in service, and electrically controlled mechanism for effecting emergency brake applications, of a main train line wire connected to said electrically controlled mechanism, an emergency wire also extending through the train and connected at one end to the main train wire, and a source of current normally energizing the circuit through said train line wires.

4. In a brake system for trains, the combination with a plurality of car brake equipments having application magnets .operating on a normally open train line circuit for controlling service applications, of emergency magnets operating on a normally closed circuit including two train line Wires connected together at one end, for effecting emergency applications of the brakes.

5. The combination with two or more cars forming a train, each car of which is provided. with an electrically controlled brake mechanism for applying the brakes in service, and means for effecting an emergency application of the brakes, of a source of electrical energy, a main train wire having the local emergency brake circuits connected thereto in parallel, an emergency train wire extending through the train and connected at one end of the train with said main train wire and adapted to normally complete a circuit for said emergency means including said source ofelectrical energy, to thereby effect an emergency application of the brakes upon breaking of the emergency train wire. v

6. The combination with two or more cars forming a train, of an electrically controlled service and emergency brake on each car, a main train wire connected to a terminal of each local emergency brake circuit, and an emergency train wire extending through the train and connected to one end of the main train wire, whereby the breaking of said emergency trainwire will operate to effect an emergency application on all the cars of the train. a

7 The combination with two or more cars connected up in a train, of a fluid pressure brake apparatus on each car for controlling the brakes in service, an electrically controlled mechanism on each car for effecting an emergency application of the brakes, two train wires extending through the train and connected at one end, one of said train wires beingconnected to a terminal of each local emergency brake circuit, and a source of electrical energy normally in circuit with .said emergency mechanisms,

whereby the breaking of the other train wire is adapted to cause an emergency application of the brakes throughout the train.

8. In a brake system for trains, the com bination with a car brake equipment having electrically controlled mechanism for efiecting an application of brakes, of a train line wire included in the circuit for the electrically controlled mechanism, and a switch governed by the electrically controlled mechanism for opening and closing the circuit through the train line wire.

9. Ina brake system for trains, the combination with a car brake equipment having electrically controlled brake applying mechanism, of two train line wires connected together at one end and included in the circuit for said mechanism, and a switch in the train linecircuit governed by the electrically controlled mechanism.

10. In a brake system for trains, the combination with a car brake equipment having electrically controlled brake applying mechanism, a train line wire connected to said mechanism, another wire extending through the train and connected to the other train wire at one end, and a switch governed by the electrically controlled mechanism for opening and closing the circuit through the latter train wire.

11. In a brake system for trains, the combination wit-h a car brak e equipment having electrically controlled brake applying mechanism, two train line wires connected to gether at one end, one wire being connected to said electrically controlled mechanism, a switch in the other train line wire adapted to be opened when said electrically controlled mechanism is denergized, and means for supplying current to the train wire connected to said mechanism to reset said switch.

12. In a brake system for trains, the combination with a car brake equipment having electrically controlled brake applying mechanism, two train line wires connected together at one end, one wire being connected to said electrically controlled mechanism,.a switch in the other train line wire adapted to be opened when said electrically controlled mechanism is deenergized, and a manually operated switch device for closing the circuit to the first train wire to rener- .gize the electrical mechanism and reset the switch.

Copies of this patent may be obtained for circuit for controlling mosaic? 13. In a brake system for trains, the combination with a car brake equipment having electrically controlled brake applylng mechanism, two train line Wires connected together at one end, one wire being connected to said electrically controlled mechanism, a switch in the other train line wire adapted to be opened when said electrically controlled mechanism is deenergized, and a brake switch device having contacts adapted in one position to-efi'ect the denergization of said electrical mechanism to applybraks, and contacts adapted in another pos tion to close the circuit to the first train wire and energize the electrical mechanism to reset the train line switch.

14. In a train brake system, the combina-.

tion with a car brake equipment having an electrically controlled brake applying mechanism, two train line wires connected together at one end, one wire being connected to the electrically controlled mechanism of each car, and means for closing a short circuit from said latter train wire to' round for deenergizing said mechanism to e ect an application of the brakes.

15. In a train brake system, the combination with a car brake equipment having an electrically controlled brake applying mechanism, two train line wires connected together at one end, one wire being connected to the electrically controlled mechanism of each car, and a brake switch having contacts for normally supplying current to one train wire and other contacts for closing a short circuit from the other train wire to ground.

16. In a train brake system, the combination with a car brake equipment having a fluid pressure operated valve device for applying brakes, of a fluid pressure operated switch for controlling a train line circuit, and a magnet valve mechanism connected in said circuit for controlling said valve device and switch.

17 In a brake system for trains, the combination with an automatic valve device operating upon a reduction in fluid pressure to apply the brakes, of a normally energized electric circuit running through the train, an electrically controlled mechanism in said the operation of said valve device, and a switch device in said circuit and operating upon reducing the fluid pressure on said valve device to locally open said circuit.

In testimony whereof we have hereunto set our hands.

EDWARD H. DEVVSON. WYALTER V. 'IURNElit.

Witnesses:

WM. M. CADY, A. M. OLEMENTS.

five cents each, by addressing the Commissioner of Patents, Washington, 110. 

